MauleSkinner
Touchdown! Greaser!
None of that would stop you from making the landing, only the subsequent takeoff.
getting down quickly
- Thread starter henryinparadise
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These limitations are :
plus 6 g for aircraft in the aerobatic category
plus 4.4 g for utility category aircraft
plus 3.8 g for aircraft in the normal category
airliners are limited to 2.5 g with flaps retracted and 2 g with flaps extended.
plus 6 g for aircraft in the aerobatic category
plus 4.4 g for utility category aircraft
plus 3.8 g for aircraft in the normal category
airliners are limited to 2.5 g with flaps retracted and 2 g with flaps extended.
Ed Haywood
Final Approach
Mmmm, I believe those are minimum certification standards, not limits. Numerous aerobatic aircraft have a 10G limit. I could be wrong.
flyingcheesehead
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If a man knows his limitations, he also knows that 4g is beyond the limitations of a normal category aircraft.
But yeah, if 8g is within your limitations (and I mean the pilot as well as the aircraft when I say that!), then go for it.
Are you flying something that has a Radial Engine? If not, then there is no shock cooling or shock heating.
The whole myth about shock cooling came out of the time of the radial engines, then people kept talking about it for the current piston engines when it wasn't really a thing. Even with the radials, there were very few situations where shock cooling could have been an issue, so in normal operation it really wasn't even a thing for the radials.
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- Who you kiddin?
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Yes.
Ed Haywood
Final Approach
Lycoming says to avoid sudden cooling. Did anyone give them a heads up that it is a myth?
How to Avoid Sudden Cooling of Your Engine | Lycoming https://share.google/Vp2SAv8o19ls2XL23
How to Avoid Sudden Cooling of Your Engine | Lycoming https://share.google/Vp2SAv8o19ls2XL23
I think it has been removed from the internet now, but a former Mooney engineer and test pilot Posted an article called "How to land a Mooney properly." In that article he suggested reducing RPM instead of manifold pressure to reduce power and maintain some heat in the engine as power is reduced to prevent shock cooling. I didn't know that that was a thing at the time but my AI confirmed it and agreed that it was good advice. I have been doing it that way ever since.
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That was published in the 90's, about the time people started questioning if shock cooling was a thing for the engines of the day. Most people now believe it is not an issue.
flyingcheesehead
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Not to mention, these are the same people who believe that running LOP causes cancer and inflation, or something like that.
Some people (mostly A&Ps) used to tell me that I was never going to make TBO on my IO-550. They also told me running LOP was going to make it even worse.
My engine is over 2400 hours and still going strong. LOP FTW.
Even if shock cooling is a non-factor, lower RPM is more efficient.
flyingcheesehead
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I should add to this, to bring it back to shock cooling:
I do not believe that shock cooling is a thing. However, it also doesn't hurt me to operate my engine as if it were, just in case! With that in mind, my general practice is to pull power to 22" (if I'm above that) 20nm out, 20" 15nm out, 17" 10nm out, and 14" 5nm out. 14" MAP is the lowest I can go without setting off the gear warning, but unless I level off I'll still be above my 140 KIAS Vlo at 17" so that last reduction is important to get below 140 and drop the gear.
So, given that there's no downside to pulling power back slowly, I think the argument over shock cooling is a bit silly. Let's pretend it's a thing, and operate our engines in such a way that they're happy either way.